Steam-engine.



I No. 860,502.

PATENTED JULY 16, 1907.

J. W. TEWKSBURY 6; T. E. E. BARTLETT.

STEAM ENGINE.

APPLTOATIOK FILED FEB. 9, 1906.

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WITNESSES VZM I @6- f No. 860,502. PATENTED JULY 16, 1907.

Y J. W. TEWKSBURY & T. E. E. BARTLETT.

STEAM ENGINE.

APPLICATION FILED FEB. 9, 1906.

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No. 860,502. PATENTED JULY 1a, 1907. J. W. TEWKSBURY & T. E. E.BARTLETT.

STEAM ENGINE.

APPLICATION FILED r1113. 9, 1906.

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No. 860,502. PATENTED JULY 16, 1907. J. W..TEW.KS BURY & T. E- E.BARTLETT.

STEAM ENGINE.

APPLICATION FILED FEB. 9,.1906.

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WITNESSES No'. 860,502. PATENTED JULY 16, 1907.

J. W; TEWKSBURY & T. E- E. BARTLETT.

. STEAM ENGINE.

APPLIOATIOR' FILED ran. a, 1900.

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No. 860,502. PATENTED JULY 16, 1907. J. w. TEWKSBURY & T. E. E.BARTLETT.

STEAM ENGINE.

APPLICATION FILED mm. a, 1906.

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. UNITED STATES PATENT OFFICE.

JOHN WILLIAM TEWKSBURY AND THOMAS EDWARD EVE BARTLETT, OF BIRMINGHAM,

ALABAMA, ASSIGNORS TO BARTLETT-TEWKSBURY MACHINERY MFG. 00., OF BIRMING-HAM, ALABAMA, A CORPORATION OF ALABAMA.

STEAM-ENGINE.

Specification of Letters Patent.

Patented July 16, 1907.

Application filed February 9, 1906. Serial No. 300.294.

To all 'whom it may concern:

Be it known that we, JOHN WILLIAM TEWKSBURY and THOMAS EDWARD EveBARTLETT, citizens of the United States, residing at Birmingham, in thecounty of Jefferson and State of Alabama, have invented certain new anduseful Improvements in Steam-Engines; and we do hereby declare thefollowing'to be a. full, clear, and exact description of the invention,such as will enable others skilled in the art to "which it appertains tomake and use the same.

i This invention is an improved double-cylinder engine of theoscillating cylinder type, intended principally for use in saw-mills,for driving reversing machines, and for hoisting, and for other similarpurposes, though adapted also for general use.

The objects are to improve the general construction and design, as wellas the several mechanisms or parts composing the organization of themachine, and to increase the efhciency of operation of engines of thischaracter.

Without restriction to the illustrated construction or embodiment, whichis susceptible of modifications as to details, the invention willhereinafter be fully described with reference to the accompanyingdrawings,

which form a part of this specification, and then more particularlypointed out and defined in the appended claims.

In said drawings, Figure 1 is a front perspective view of an engineembodying our invention. Fig. 2 is a side elevation, with the lower partin central vertical section, the section being taken on line 22 of Fig.'3 Fig. 3 is an enlarged front view, part in front elevation and part incentral vertical section, the section being taken on line 3-3 of Fig. 6.Fig. 4 is an enlarged horizontal section through the central steam-chestand one of the engine-cylinders, the section being taken on line 44 ofFig. 3. Fig. 5 is an enlarged sectional perspective View of the centralsteam-chest, the section being taken on line 55 of Fig. 9. Fig. 6 is avertical cross-section through one of the cylindrical arms or hollowjournals of the steamchest, showing the steam chambers or passagestherein, and showing the adjacent engine-cylinder in clevation, thesection being taken on line 6-45 of Fig. 3. Fig. 7 isalso a verticalsection on line 66 of Fig. 3, showing the position of the steam-passageswhen the engine-cylinder is in one extreme position. Fig. 8 is a viewsimilar to Fig. 7, showing the position of the steam-passages when theengine-cylinder is in the opposite extreme position. Fig. 9 is a frontview of the central steam-chest, principally in vertical section, thesection being taken on line 99 of Fig. 4. Fig. 10 is a detailperspective view of one of the adjustable bushings surrounding thetrunnions for the enginecylinders.

A particular description of the illustrated construction is as follows:Aindicates the bed of the engine; B the engine-shaft or crank-shaft; Othe balance-wheel or power-drum thereon; D the cranks; E the pistonrodsconnected to the cranks by the wrist-pins (Z; F the pistons rigid onsaid rods; G the oscillatory cylinders in which the pistons reciprocate.To avoid deadcenters, the cranks D are preferably set at an angle ofless than 180, in relation to each other. The cable 0 is wound on thepower drum or wheel 0 and has its opposite runs extending to themechanism of the mill, elevator or other apparatus (not shown) which isoperated by the engine.

In Fig. 3 the shaft B is shown made in two halves or sections, havinginner flanges b bolted to opposite sides of the hub of the wheel, saidhub being formed as an annular pocket constituting an oil-chamber 0 intowhich the oil is introduced through the hole closed by the screw-plug 0Oil ducts a" lead from the oil-chamber c centrally through the oppositesections of the shaft B and through the cranks D to oilpockets in thewrist-pins d, the walls of said pockets having ducts or apertures foradmitting the oil to the bearings of said wrist-pins in theconnecting-rods E; so that the wrist-pins are lubricated from thecentral oilreservoir in the hub of the wheel B.

The bed A may be of any appropriate construction, but preferably, as apart of my improved general construction and design, it is of a form orstructure substantially as shown, having a U-shapcd yoke portioninclosing the wheel or drum O, and having a transverse base portionformed to accommodate the central steamchest H and seats at oppositesides of said steam-chest for reception of the oscillatory cylinders G,said cylinders being held on trunnions. Said central steamchest H isshown bolted at a against a square or flat surface at the base or yokeof the bed, the yoke being raised or offset from the back of the bed. Inthis case the engine is shown vertically-disposed, the bed A beingdesigned for bolting to a vertical or more or less inclined support.Hence in this description all terms referring to location or positionare used more particularly with reference to such vertical position ofthe engine. Obviously however the engine may be arranged in a horizontalposition if desired; so that the description is to be understoodaccordingly, the bed of the illustrated engine being the bottom in caseof arranging the same horizontally. In this connection it will benoticed that the caps b on the main bearings are set at an angle of 45,and the oil boxes I) on said caps are set at an angle of 45 thereto, sothat in case the engine should be arranged horizontally, the caps wouldsimply have to be reversed to hold the oil boxes in proper position.

The steam-chest H comprises a central casing having oppositely extendingor lateral cylinders I, whose axes are transverse to the axis of saidcentral chamber. In other words, the general construction of thesteamchest as a whole is in the nature of two intersecting cylinders, asshown more clearly in Figs. 4 and 5. Said cylinders I, which arearranged horizontally and transversely of the enginecylinders G, providejournals or bearings for the trunnions of said engine-cylinders and haveinternal steam-passages, as hereafter explained: The ends of saidcylinders I are closed, the steam being admitted therefrom to the.enginecylinders through suitable ports and passages.

The central portion or casing of the steam-chest H has an opening h atits back end in communication with the exhaust pipe as indicated at h.The intake opening for live steam is at the bottom of said casing, asindicated at W. The front end of said central chamber of the steam-chestis shown covered by a cap 72 Within said central chamber of thesteamchest H is an openended tubular valve-casing J, having steam portsfor establishing communication between the interior of steam-chest H andcylinders I of the valve-casing .I. These steam ports comprise threesets or annular series of segmental slots designated j, j, j, the slotsof ports j being in the middle. Steam taken into the valve box J fromthe intake opening h is admitted into the steam chest II either throughthe ports j j or j 9 according to the position of reversing valve K, ashereinafter explained.

Internally the steam-chest H as a whole, including the cylinders orhollow journals I, is divided by a longitudinal vertical partition.Linto two distinct chambers or passages, one for live steam and one forexhaust. These two chambers or passages are indicated by the symbols Zand Z, and the cylinders or journals I of the steam-chest are providedwith steam ports i and t" for establishing communication between therespective chambersor passages Z and Z and the engine-cylinders orjournals. The cylinders I are shown further divided by horizontalpartitions 2' making four compartments in the ends of each journal, asshown in Figs. 6, 7 and 8; the upper and lowercompartments at each sideof the partition L being simply upper and lower divisions of thechambers or passages land 1 respectively, being in communication at thecentral part of the steam chest. The said vertical partition L is alsoconstructed to provide an annular passage Z around the valve-cas ing Jand in communication with the bottom inlet opening k Said annularpassage Z surrounds the middle set of steam ports 7' which are alwayssteam intake ports and provide communication from said passage Z throughthe annular channel is of valve K and thence to either the passage Z orZ of the steamchest, according to the position of the reversing valve.The said reversing valve K is slidable back and forth in thevalve-casing J. It is in the form of a tube or cylinder open at bothends and having an external annular channel 7c wide enough to cover orinclude two sets of steam ports, either j j or 3' j according to the twopositions of the valve. Thus in longitudinal section,

the valve corresponds in construction with an ordinary cup slide-valve.In the position shown in Figs. 2 and 4, the ports 3" and i being coupledby the valve, the steam enters the steam-chest through the ports 9',thus passing into the steam chamber Z of the steam chest; while theexhaust steam in the chamber Z is taken through the ports j out throughthe exhaust opening h and exhaust pipe h. A reverse position of thevalve would couple the ports j and .9 for admission of steam through theports j into the chamber Zof the steam-chest, and open the chamber 1 tothe ports j and thereby connect said chamber Z with the exhaust pipe hThe valve K has its front end provided with a spider where by it isconnected with the valve-rod k, which passes through the stuffing-box kand is connected to arockerarm 70 on the rock-shaft k said shaft havinga lever 70 for operating the valve. The lever k may be connected withany motion-transmitting device. By means of this valve the engine can bereversed at will. It will be observed that by virtue of the cylindricalform of the valve it is perfectly balanced for controlling the engine.

As before stated, the oscillatory engine-cylinders G are mounted ontrunnions at opposite sides of the central steam-chest I-I. Eachengine-cylinder G is formed or cast with an annular trunnion orcylindrical horn or sleeve M on its inner side, and with an ordinarytrunnion or cylindrical horn or sleeve N on its outer side. The innerhorn or trunnion M is rota tably mounted on the adjacent or cylindricalpart I of the steam-chest H, while the outer horn or trunnion N isjournaled in a bearing 0, thus providing the trunnion bearings for theengine-cylinder. As shown in Fig. 4, the enginecylinder G is also formedwith a flat face on its inner side within thehorn M, and with an annularfiat face on its outer side around the outer horn N; the said oppositeflat faces of the enginecylinder being fitted between the outer end ofthe cylinder I and the inner end of the bearingO respectively, therebycentralizing the engine-cylinder and holding it in proper workingposition.

For taking up wear of the engine-cylinder bearings, the trunnionbearings of each engine-cylinder are also provided with tapered bushingsP and Q. The bushing P is a cylindrical sleeve having an exteriorconical surface, and is fitted between the cylinder I and the inner hornor sleeve M, the interior surface of said inner horn or sleeve M. beinglikewise of conical form to fit the bushing. Preferably said bushing Pis also keyed with the horn M, as shown in Figs. 6, 7, Sand 10, and isalso split longitudinally as illustrated in the same figures. Saidbushing P has a flange or ring P abutting its outer end, said ring beingbolted to the inner flanged end of the horn or sleeve M. By tighteningthe fastening bolts, thebushing can be adjusted to take up wear. Theflange or annular adjusting plate P is preferably separate from thesplit tapered bushing, to allow the bushing to spring. The bushing Q isfitted between the outer horn or trunnion N and bearing 0, and likewisehas an exteriorly conical surface fitted within an interior conicalsurface of said bearing 0; and a separate outer ring or adjusting plateabuts the same and is bolted to the bearing 0. By tightening thefastening bolts said bushing Q can also be adjusted. Thus each engine--cylinder is centralized and the wear can be taken up at all times. I

For admitting steam from the journals I of the steamchest H. to theengine-cylinders, the inner horn or trunnion M of each engine-cylinderis constructed with oppositely disposed steam ports m and longitudinalsteam passages m, shown at the top and bottom of the horn, said passagesm leading respectively to the upper and lower ends g and g of theengine-cylin Each of the steam-ports m is adapted to register der.alternately with the corresponding pair of steam ports '5 and '17, atthe top and bottom of the journal I of the steam-chest, as theengine-cylinder G rocks to and fro, as illustrated in Figs. 7 and 8. Thebushing P is also formed with top and bottom slots p registering withthe respective top and bottom steam ports m.

The operation is as follows: Assuming the reversing valve K to be in theposition shown in Figs. 2 and 4, steam enters the inlet opening h intothe annular passage Z and thence through the ports 9" and j into thechamber Z of the steam-chest H; said chamber Z extending into theopposite steam-cylinders or hollow journals I as aforesaid, each ofwhich is horizontally divided by its partition t as shown in Figs. 6, 7and 8. Said chamber Z of the steam-chest II and cylinders I thereof,thus becomes the live steam chamber, from which the steam is supplied tothe engine-cylinders G through the ports t" in the steamcylinders orjournals I and the ports m and steam passages m in the horns M of saidengine-cylinders; while the exhaust steam returns through said chamber mand ports m to the ports 1: and chamber Z, passing out through the portsj into the exhaust opening h and exhaust pipe h The mode of supply andexhaust to one cylinder is best illustrated in Figs. '7 and 8; it beingunderstood that the horn M of each cylinder, fitted on the journal orsteam-cylinder I of the steam-chest H, in connection with the ports insaid steam-cylinder I and horn M, serves as a valve as theengine-cylinder G operates or rocks to and fro.

In Fig. 6 the left-hand engine-cylinder G is represented, and is shownin an intermediate position, when its piston is about at the middle ofits stroke; in which position of the engine-cylinder the steam-ports mof the horn M are in alinement with the medial partition .L of thesteam-cylinder I, so that communication is for the moment cut off fromthe engine-cylinder. Fig. 7 shows the position of the horn M when thesaid engine-cylinder is in one extreme position, its piston being atapproximately the end of its up stroke. Steam from the chamber orpassage Z (or specifically from the upper compartment of said passage Z)enters through the upper ports 17, p and m into the upper steam passagem of the horn M, thence passing to the upper end g of theengine-cylinder, to supply steam above the working piston; it beingobserved that said top ports '8, p and m are at the left-hand side ofthe medial partition L, while the top port i is at the right-hand sideof said medial partition and is cut off or closed-by the horn M. At thesame time, the lower port 1' is closed, While the lower ports 1', p andm are in communication at the right of partition L, so that the exhauststeam from the lower end g of the engine-cylinder enters through thebottom steam passage m and ports m, p and 'i into the exhaust chamber orpassage Z, and thence to the exhaust opening, as before explained. Fig.8 shows the position of the horn .M when the same enginecylinder is atits opposite extreme position, the piston being at or approximately atthe end of its down stroke. Now the positions of the several ports arereversed. The lower ports 16, p, m are in alinement at the left ofpartition L, allowing the live steam from the chamber Z (or rather thelower compartment of said chamber Z) to pass to the lower end g of theengine-cylinder through the bottom steam passage m; while the upperports 1', p and m are in alinement at the right of partition L, allowingthe exhaust steam to pass from the upper end of theengine-cylinderthrough the upper passage m into the exhaust chamber Z.This explanation applies to both engine cylinders, it being observedthat as each cylinder oscillates or rocks to and fro, each end of theengine cylinder is alternately in communication with the supply andexhaust side of the steamchest, one end of the engine-cylinder being incom munication with the supply side while the other end is incommunication with the exhaust side.

To reverse the engine, the reversing valve K is moved back so as tocouple the ports j j and leave open the ports j into the central chamberof the valve K. Hence the steam entering from h into the annular passageZ passes through the ports 9' and j into the steam chamber Z of thesteam-chest. Said chamber Z thus becomes the supply chamber, while thechamber Z is now the exhaust chamber, from which the exhaust steampasses through the ports j through the exhaust opening h and thence outthrough the exhaust pipe h.

111 this position of the reversing valve K, the live steam being takeninto the chamber Z, the engine-cylinders are supplied from said chamberZ, and exhaust into the chamber Z. The operation is the same as beforedescribed, except that the supply of steam to each engine-cylinder isalternately through the upper ports '5, p, m and lower ports 1', p, m,while the exhaust is alternately through the upper ports 15, p, m andlower ports i, p, m. Thus the engine can easily be reversed at will, andin either case, whether the engine cylinders are supplied with steamfrom the chamber Z or chainber Z of the steam-chest, there is anequalized intake of steam to the cylinders, and to each end of eachcylinder.

As the pistons F work up and down, the enginecylinders G oscillate orrock to and fro to accommodate the travel of the pistons, since saidpistons are aflixed on the piston-rods E which are attached directly bythe wrist pins (Z to the cranks D on the crank-shaft C. Guiderods R areshown rigidly alfixed to the upper cylinder heads, one for eachengine-cylinder, the said guide-rods being parallel with the piston-rodsE and fitted in sleeves 1' which are fixed to the upper ends of thepiston-rods and reciprocate therewith; this construction being to braceand guide the piston-rods and strengthen the construction of the engineas a whole.

Having thus fully described our invention, what we claim as new anddesire to secure by Letters Patent of the United States is:

1. A steam-engine having, in combination, a bed comprising a yoke andtransverse portion at the base of the yoke, the yoke being raised abovethe transverse portion of the bed, a crank-shaft arranged transverselyof the arms of the yoke and journaled in bearings on said arms, a wheelmounted onlsaid shaft between the arms of the yoke, a steam-chest seatedat the middle of said transverse portion of the bed and bolted to thebase of the yoke, said steamchest having oppositely projecting hollowcylinders comprising a part of the steamchest, oscillatoryengine-cylinders having lateral hollow horns or trunnions mounted onsaid steam-cylinders, means for supplying steam from said steam-chest tothe engine-cylinders through said trunnions, reciprocatory pistons insaid enginecylinders, and piston-rods rigid with said pistons anddirectly connected to cranks on the crankshaft.

2. A steam-engine having, in combination, a steamchest comprisingoppositely extending steam-cylinders constituting hollow journals anddivided longitudinally into two chambers or passages, means forsupplying steam into one chamber and exhausting it from the other,bearings located beyond the outer ends of said steam-cylinders and inaxial alinement therewith, oscillatory engine-cylinders arranged betweensaid steam-cylinders and bearings and having on their inner sideslateral horns or hollow trunnions journaled on said steam-cylinders andhaving on their outer or opposite sides trunnions journaled in saidbearings, pistons in said engine-cylinders, inlet and exhaustStBZLiIbpOl'tS in the walls of both steam-cylinders in communicationwith the respective intake and exhaust chambers or passages thereof, andsteam-passages in the said horns or hollow trunnions leading to theengine-cylinders and adapted to communicate alternately with the inletand exhaust ports in said steam-cylinders as said engine-cylindersoscillate:

3. A steanrengine having, in combination, a hollow steam-chest having anintermediate valve-casing therein and opposite cylindrical journals, alongitudinal partition dividing the steam-chest interiorly into twolongitudinal chambers or passages, said partition being constructed toprovide an intermediate annular passage or chamber around saidvalve-casing, said intermediate passage and one longitudinal passagebeing in communication one with a source of steam-supply and the otherwith the exhaust, said valve-casing having three sets of portscommunicat ing respectively with said longitudinal and intermediatepassages in the steam-chest, a valve in said valve-casing adapted forcoupling the middle set of ports with either one of the outer sets ofports, and oscillating enginecylinders having hollow horns or trunnionsrotatably mounted on said hollow journals, said trunnions having steamports and passages leading therefrom to the engine-cylinders, and saidjournals having steam ports in both longitudinal passages thereof whichalternately register with said steam ports in said trunnions as theenginecylinders oscillate.

4. A steanrengine having, in combination, a bed, a

steam-chest thereon having a hollow journal, said 'steamchest beingdivided into supply and exhaust chambers, means for supplying andexhausting steam to and from said chambers respectively, an oscillatingsteam-cylinder arranged at the end of said journal and having a lateralhollow horn or trunnion journaled thereon, said journal havingstean1-ports communicating with the supply and exhaust chambers thereofrespectively, and said trunnion having a steam-port adapted to registeralternately with the steam-ports in said journal as the enginecylinderoscillates and having also a steam passage leading from its steam-portto the engine-cylinder, said engine-cylinder having at its opposite sideanother trunnion, and a bearing mounted on the engine bed in which saidlatter trunnion is journaled, the oscillating engine-cylinder beingfitted between the end of said journal and the said bearing.

5. A steam-engine having, in combination, a hollow journal adapted tohold steam, a longitudinal partition therein dividing the journalinteriorly into two passages. one for supply of steam andone forexhaust, steam-ports at opposite sides of said partition at both sidesof the journal, each passage of the journal being further divided intocompartments, one in communication with each port, an oscillatoryengine-cylinder having a lateral horn or hollow trunnion mounted on saidjournal, said trunnion having oppositely-disposed steam-ports eachadapted to register alternately with the adjacent intake and exhaustport in the journal as the engine-cylinder oscillates, the one trunnionport registering with an inlet port while the other registers with anexhaust port, said trunnion having steam-passages leading from its saidports to opposite ends of the engine-cylinder, and a reciprocatorypiston working in said cylinder.

6. In an oscillating-cylinder engine, the combination of a steam-chesthaving a hollow journal, an oscillating-engine cylinder having a hollowhorn or trunnion journaled on said journal, a split bushing fittedbetween said trunnion and journal, said bushing havinga conical surfaceand the member in which it is fitted having a corresponding surface, anadjusting plate bearing against the end of said bushing, means foradjusting the same to tighten the fit of the bushing between thetrunnion and journal, said journal having a steam-port, and said bushingand trunnion having a steam-port adapted to register therewith, and saidtrunnion having a steam-passage leading from its steamport to theengine-cylinder.

In testimony whereof we afiiiX our signatures, in presence of twowitnesses.

JOHN VILLIAM TEWKSBURY. THOMAS EDYVARD EVE BARTLETT.

Witnesses II. B. ALLnRooKs, A. R. TEWKSBURY.

